1970 Plymouth Superbird
The Superbird was basically a modified Plymouth Road Runner, but it was realized that while it was acceptable on the street to have the 'aerodynamics of a brick' (typical of most American cars of the period), something far better would help at high racing speeds. So, following the lead of the previous year's Dodge Charger Daytona, the Superbird sported an aerodynamic nosecone adding nineteen inches to the length and containing retractable headlights, a slightly smoothed-out body, and to counter a tendency to lightness at high speed, a rear wing was mounted high on very tall tailfins. The reason for the fins was mostly to give clearance beneath them to lift the trunklid, but it probably didn't hurt that it put the wing into less disturbed air. Contrary to popular belief,the rear-facing scoops on the fenders were not for tire clearance, but were in fact for releasing trapped air from the wheel wells. The Superbird and Charger Daytona were among the first American cars to be designed using a windtunnel and to use computer analysis for aerodynamics. The Charger Daytona itself was a result of the more aerodynamic Dodge Charger 500.
The name "Superbird" appeared on a decal placed on the outsides of the vertical fins of the rear spoiler, with a picture of the Road Runner cartoon character holding a racing helmet. A smaller version of the decal is also on the driver side headlight door. This had nothing to do with the Ford Thunderbird; the Superbird was an enhanced version of the Plymouth Road Runner cars.
All Superbirds used for racing were fitted with the 426 Hemi engine, but for the street, two lesser engines were available, the 440 Super Commando with a single 4-barrel carburetor and the 440 Six Barrel with three two-barrel carburetors. Only 135 street cars were fitted with the 426 Hemi; 665 took the option of the 440 Six Barrel (the Dodge version of this engine was called the Six Pack), and the rest were equipped with the 440 Super Commando (the Dodge version of this engine was called the 440 Magnum). The 440 was less expensive to produce, and the 426 Hemi engine was homologated by producing a minimal number that was optioned in several different Chrysler, Dodge, and Plymouth vehicles.
On the street, the nosecone and wing made quite an impression, but the aerodynamic improvements hardly made a difference there or on the drag strip. In fact, the 1970 Road Runner was a slight touch quicker down the quarter mile. At 90 mph or greater, though, things were quite different.
Petty adopted the car. The Superbird did reasonably well against strong Ford opposition on the NASCAR tracks that year, winning eight races and placing well in many more. It didn't hurt, of course, that Richard Petty, known as one of the greatest NASCAR drivers, was behind the wheel of a Superbird that year.
Contrary to popular belief, the Superbird, and the other "aero-body" cars in NASCAR, were not banned outright. The rules implemented for the 1971 season limited the aero cars to an engine displacement of no greater than 305 in³ (5.0 L) or they had to carry much more weight compared to their competitors. So while they were still legal to race, the extreme loss of horsepower which would come with the smaller engine or the increased weight rendered the cars uncompetitive. This was the start of a trend of rules slowing down NASCAR which was exceeding the technology of tires and safety over 200 mph. Ford in response also designed a 1970 Torino with a 240Z-like nose, but it was abandoned. A 1971 Superbird was designed around the new Sebring body, complete with wedge nose and goalpost wing. However only a couple of prototypes exist, with photos published on the internet, and muscle car magazines in 2005. It is unknown if a corresponding Charger Daytona was built.
The Superbird's styling proved to be a little extreme for 1970 tastes (many customers preferred the regular Road Runner), and as a consequence, many examples sat unsold on the back lots of dealerships as late as 1972. In fact, some were converted back into 1970 Road Runners in order to sell them. In recent years, however, the Superbird has become quite valuable. A car in good condition can reach $80,000 to US$150,000 or more, even with the more common 440 Super Commando, and examples with the 426 Hemi fitted at the factory (retrofitted doesn't count) and in near-perfect condition have changed hands for about $300,000. On eBay, bids for original Superbirds crossed $800,000. In such a market, some manufacturers are currently making kits to convert standard 1970 Road Runners and Satellites into Superbirds.
The Superbird and the Dodge Charger Daytona were each built for 1 model year only (1970 and 1969 respectively). The name has never since been used on any Chrysler car, while the Daytona name has been used on a front-wheel drive sports car and is now a trim package for both the Dodge Charger and the Dodge Ram pickup truck. The Superbird appeared at the peak of the muscle car era. It is certainly one of the top 5 most desirable and most rare of muscle cars, exceeded in value only by very rare cars such as the Hemi Cuda convertible.
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